Geared cam locking differential

ABSTRACT

An automatic self-locking differential wherein the improvement is made by the independent function provided by a geared integral locking mechanism. This independent function allows in a vertical manner for the relative resistive axial motion of either of two axial moving pinion shafts to occur in an intermittent fashion. Drive axles are mounted with bevel gears within a rotating differential casing. The bevel gears mesh with pinion gear sets which are mounted on shafts.

BACKGROUND OF THE INVENTION

There are two classifications of differentials. The first and mostwidely used is the conventional differential. The second classificationis the non-conventional differential. Each classification functions withvarying degrees of efficiency. There are two functions performed byevery differential. They are as follows;

I. Torque Application--Ability to convert energy received intorotational motion to one or more axles.

II. Maneuverability--Ability to differentiate between opposing axles dueto variance in wheel speeds.

In the past non-conventional differentials have excelled overconventional differentials in torque application, but the conventionaldifferential has excelled in the area of maneuverability. Listed belowis a contrast between the two classifications of differentials and theirvarying degrees of efficiency.

I. Torque Application

A. Conventional Differential

1. Applies torque to the "least" resistive wheel.

a. Probability of immobility is greatest with this type.

B. Non-conventional Differentials (Two Types)

1. Limited Slip Differentials

a. This unit "transfers" torque to the most resistive wheel.

1. Probability of immobility is less than with a conventionaldifferential.

2. Locking Type Differentials

a. This unit delivers torque to all driveable wheels simultaneously.

1. Probability of immobility is the least with this type.

II. Maneuverability

A. Conventional Differentials

1. Allows for "rapid spin up" of one wheel resulting in either or bothof;

a. Broken axle.

b. Excessive tire wear upon recontact of tire on road.

B. Non-conventional Differentials

1. Some non-conventional differentials operate "harsher" than others.The harsher the operation, the more noticeable are the below mentionedproblems;

a. Excessive tire wear due to harsh operation when maneuvering.

b. Pinching or binding action occurring when maneuvering.

c. Understeer when cornering under power.

d. Fishtailing during inclement weather conditions (especiallynoticeable when incline and vehicle weight play a role).

It matters not whether a differential is of a conventional ornon-conventional type, if it gears multiple axles together, then eachaxle is dependent upon the opposite axle. This is known as a"transferring" of speed and/or power. Whatever action occurs to oneaxle, causes the opposite axle to react. This has led to tragic resultsthat is referred to as "rapid spin up".

When a differential is driven in a straight line with no variance, bothaxles revolve 100% at equal speeds. If a variance of 10% occurs, thenthe slower axle will rotate at 90% of the previous speed, while thefaster turning axle will rotate at 110% of the previous speed. On anon-conventional differential this action can result in a pinching orbinding action that causes "understeer" to occur. On a conventionaldifferential if one axle becomes immobilized, then the opposite axlewill increase 100% in excess of normal operating speed as the samer.p.m.'s are delivered.

In consideration of the two differentiating functions of torqueapplication and maneuverability, it is apparent that no matter how muchtorque application one may attain, if safety in maneuverabilitydeclines, then a dangerous condition exists.

SUMMARY OF THE INVENTION

In general, the present invention provides an automatic self-lockingdifferential wherein the improvement is made by the independent functionprovided by a geared integral locking mechanism. This independentfunction allows in a vertical manner for the relative resistive axialmotion of either of axial moving pinion shafts to occur in anintermittent fashion. When either pinion shaft is propelled axially, theaxle to which it is geared becomes unlocked and "freewheels". Theopposite axle becomes locked due to a set of gear cam locks. These gearcam locks have gear teeth cut on their periphery, and a notch cut ineach of them. This allows for a camming and locking action to occur asthese gear cam locks are mounted adjacent to one another. This actioncauses an intermittent result to occur, by locking either axle in placewith 100% power applied unto it; a simultaneous camming action allowsthe opposite axle to freewheel.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded view of a first embodiment of a geared cam lockingdifferential system, made in accordance with the principles of thepresent invention.

FIG. 2 is a perspective view of the geared cam locking differentialsystem shown in FIG. 1, showing an external housing for the system.

FIG. 3 is an exploded view of a portion of a second embodiment of gearedcam locking differential system, made in accordance with the principlesof the present invention.

FIG. 4 is an exploded view of a counter-balancing system for the firstand second embodiments of the geared cam locking differential system.

FIG. 5 is an exploded view of a third embodiment of a geared cam lockingdifferential system, made in accordance with the principles of thepresent invention.

DETAILED DESCRIPTION OF THE INVENTION

In regard to the problems incurred by the prior art dealing with torqueapplication and maneuverability, the objects and advantages of mydifferential addresses this problem with its focus upon safety inmaneuverability and ease of operation. They are as follows;

I. Torque Application

A. When driven in forward motion with the heads of the axial movingpinion shafts abruptly against the differential casing, 100% continuouspower is provided to all driveable axles in a simultaneous manner.

1. Probability of immobility is the least with this type differential.

II. Maneuverability

A. Eliminates "rapid spin up" of one wheel.

B. Eliminates "harsh operation".

C. Maneuverability;

1. Ease of performance; This feature makes it desirable for intermittentuse in on and off road applications while providing a safe mode ofoperation. Its safety in maneuverability is noticeable in two specificareas;

a. Inclement weather conditions.

b. Those of lesser experience in non-conventional driving.

2. Automatic in operation to allow for an automatic self-lockingdifferential which may engage or disengage as needed so as to allow forvariance in axle speeds.

3. Independent in function so as to allow one axle to unlock or"freewheel" during maneuvering without hindering the smooth operation ofthe opposite axle.

D. Torque Application

1. Able to automatically deliver 100% continuous power to all driveableaxles in a simultaneous manner.

In consideration of the two differentiating functions of torqueapplication and maneuverability, it is apparent that my discusseddifferential does not sacrifice in one function so as to gain inanother. Further objects and advantages of my differential will becomeapparent from a consideration of the drawings and ensuingdescription/operation section of my specification.

In a first aspect, my invention provides an improved automaticself-locking differential wherein the improvement is made by theindependent function provided by a geared integral locking mechanism.This independent function allows in a vertical manner for the relativeresistive axial motion of either of axial moving pinion shafts 60R and60L to occur in an intermittent fashion.

As illustrated in FIG. 2, we see that pinion gear 22 meshes with ringgear 24 which is mounted on differential casing 20. Drive axles 30R and30L are each mounted with a bevel gear 40R and 40L which are held inplace by C-clips 58. Each bevel gear 40R and 40L has meshing pinion gearsets 50R and 50L which are mounted on pinion shafts 60R and 60L. Shafts60R and 60L have opposing helixes 62R&L and 64R&L cut into each shaft.The numeral 62 signifies a right handed helix, while the numeral 64signifies a left handed helix. The suffix R&L signifies right or leftshaft. Shafts 60R and 60L also have gear teeth 66 and continuous grooves68 cut in them. Please note that continuous grooves 68 may be placed inthe top helix of shafts 60R and 60L as shown in FIG. 2, or in the bottomhelix of shafts 60R and 60L (not shown).

As illustrated in FIG. 1, an exploded view of pinion gear sets 5OR and50L, is shown. Between each gear 5OR and 50L and its split hub 52, areplaced multiple balls or elongated pins known as driveable objects 56.This assembly is then held together by snap rings 54.

As illustrated in FIG. 2, a perspective view of a geared integrallocking unit is shown. This detailed view shows the unit to be comprisedof concave shaped gear cam locks 70R and 70L. Cut in locks 70R and 70Lare gear teeth 74 and notches 76.

As illustrated in FIG. 1, we see gear cam locks 70R and 70L are placedwithin split block 80. This assembly is then held together by retainingshafts 82, as compression springs 84 holds tension against retainingplates 86.

During maneuvering a differential must be allowed to differentiatebecause of the varying wheel speeds. This describes the uniquedifferentiating function of an automatic self-locking differentialwherein the improvement is made by the independent function provided bya geared integral locking mechanism. This unique independent functionallows in a vertical manner for the relative resistive axial motion ofeither of axial moving pinion shafts 60R and 60L to occur in anintermittent fashion as described below.

In viewing FIG. 2, we see that power is applied from pinion gear 22 untoring gear 24 which is mounted upon differential casing 20. A maneuver ismade which causes drive axle 30R to rotate faster than drive axle 30L.Bevel gear 40R is mounted on drive axle 30R. Bevel gear 40R will rotateand cause pinion gears 50R to rotate around pinion shaft 60R.

As illustrated in FIG. 2, pinion shaft 60R has opposing helixes cut intoit 62R & 64R, and pinion gears 50R are mounted on pinion shaft 60R.Between pinion gears 50R, and split hubs 52, is placed driveable objects56 within grooves 62R & 64R of pinion shaft 60R. This assembly is thenheld together by snap rings 54. The rotation of pinion gears 50R thencauses driveable objects 56 to rotate within helixes 62R & 64R. Thisaction then causes pinion shaft 60R to be propelled axially to anoutward position. Pinion shaft 60R reaches maximum outward extensionwhen driveable objects 56 fall into continuous groove 68. Axial movementof shaft 60R causes compression spring 84 to compress against retainingplate 86. This created compression allows driveable objects 56 toreengage from out of continuous groove 68.

Also illustrated in FIG. 2, we see pinion shaft 60R has gear teeth 66cut into it, which are meshed with gear teeth 74 of gear cam lock 70R.When pinion shaft 60R is propelled axially, it then causes gear cam lock70R to revolve within notch 76 of gear cam lock 70L. When this happens,drive axle 30R is allowed to freewheel, and drive axle 30L becomeslocked in place with 100% power applied to axle 30L.

In FIG. 3, we see pinion shafts 60'R and 60'L with gear teeth 66 cutinto them. Either multiple holes or perforations 63 are machined in eachshaft 60'R and 60'L. Within these holes 63 are placed multiple balls orelongated pins known as driveable objects 56. Driveable objects 56 mustprotrude from holes 63 as pinion gear sets 50'R and 50'L are placed onshafts 60'R and 60'L and over driveable objects 56.

Also shown in FIG. 3, are pinion gear sets 50'R and 50'L with two gearsrequired per set. Within gears 50'R and 50'L are internally cut helicalgrooves shown as 62'R&L and 64'R&L. The numeral 62'indicates a righthanded helix, and the numeral 64' indicates a left handed helix. Thesuffix R&L signifies either right or left side of unit. Please also notethat it would be possible to place within the bottom gear of sets 50'Rand 50'L a shortened helical groove so as prohibit shafts 60'R and 60'Lfrom exiting gears 50'R and 50'L, (not shown).

Also shown are internally cut continuous grooves 68' and retaininggrooves 65'. With retaining grooves 65' having a variation in cut fromhelical grooves 62'R&L and 64'R&L, a multipurpose is attained. Firstnote that retaining grooves 65' will prohibit the axial propulsion ofshafts 60'R and 60'L from going past continuous grooves 68'. Secondlyretaining grooves 65' will provide a way to put gears 50'R and 50'L ontoshafts 60'R and 60'L with driveable objects 56 in place.

Please note that continuous grooves 68' and retaining grooves 65' may beput in the top set of gears 50'R and 50'L, as shown in FIG. 3, or put inthe bottom set of gears 50'R and 50'L (not shown). Please also note thatcontinuous grooves 68' and retaining grooves 65' may be placed togetherin the same gear as shown in FIG. 3, or separate in different gears (notshown).

In FIG. 3, we see that driveable objects 56 fit into holes 63. Helicalgrooves 62'R&L and 64'R&L then propel each shaft 60'R or 60'L axially inan intermittent fashion as each set of gears 50'R or 50'L revolves. Aseither of shafts 60'R or 60'L is propelled axially, that particularshaft will become unlocked and freewheel as driveable objects 56 fallinto continuous groove 68'.

As illustrated in FIG. 4, gear cam locks 71R and 71L have internalsplines or keyways cut in their bores. Locks 71R and 71L also have gearteeth 74 cut on their outer periphery which mesh with gear teeth 66 oflo pinion shafts 60R and 60L. Splined or keyed shafts 94R and 94L areplaced through each lock 71R and 71L. A counterbalance gear 90 is placedon both ends of each shaft 94R and 94L. Each gear 90 has a notch 92 cutin its hub. Retaining pins 96 serve a multipurpose in that they holdgears 90 onto its respective shaft 94R and 94L, as well as cause gears90 to revolve as either shaft 94R or 94L revolves. Placed between eachset of gears 90 is a counterbalance pinion shaft 61. Each shaft 61 hasgear teeth 66 cut in it so as to mesh with gears 90. Compression spring84, retaining plate 86, and snap ring 54 is then placed on the end ofeach shaft 61. Split block 80 holds entire unit together.

As illustrated in FIG. 4, gear teeth 74 on gear cam locks 71R and 71L,mesh with gear teeth 66 of pinion shafts 60R and 60L. As either shaft60R or 60L is propelled axially in an intermittent fashion, itsrespective lock 71R or 71L will revolve within the adjacent lock 71R or71L. As either lock 71R or 71L revolves, its respective shaft 94R or 94Lwill also revolve. In this manner only one shaft 94R or 94L will revolvewhile the adjacent shaft remains stationary. A counterbalance gear 90 isplaced on both ends of each shaft 94R and 94L. Placed between each setof gears 90 is a counterbalance pinion shaft 61. When either shaft 94Ror 94L revolves, retaining pins 96 force gears 90 to revolve along withits respective shaft. This motion causes shafts 61 to be propelledaxially in a simultaneous manner. The adjacent gears 90 which aremounted upon the stationary shaft 94R or 94L, will revolve upon theirrespective shaft because of a loose fit between the bores of gears 90and shafts 94R and 94L.

In a second aspect, my invention provides an improved automaticself-locking differential wherein the improvement is made by theindependent function provided by a geared integral locking mechanism. Asillustrated in FIG. 5, we see an exploded view of the entire device.

Power is supplied from pinion gear 22 which meshes with ring gear 24which is mounted upon a differential casing (not shown). Drive axles 30Rand 30L are mounted with bevel gears 40R and 40L which are held in placeby C-clips 58. Gears 40R and 40L mesh with gear cam locks 72R and 72L.Locks 72R and 72L are mounted adjacent to one another so as to become aset with gear teeth 74' and notches 76' cut in them. Locks 72R and 72Lsit atop solid block 80' and are held in place by retaining shafts 82and snap rings 54. Tension springs 88 which may be either retaining type(shown) or compression type (not shown), and retaining clips 85 whichmay be either a clip (shown) or pin device (not shown) for use with acompression type spring, connect adjacent locks together.

During maneuvering a differential must be allowed to differentiatebecause of the varying wheel speeds. This describes the uniquedifferentiating function of an automatic self-locking differentialwherein the improvement is made by the independent function provided bya geared integral locking mechanism. This unique independent actionoccurs during maneuvering as described in the following manner.

In viewing FIG. 5, we see that gear teeth 74' of gear cam locks 72R and72L mesh with bevel gears 40R and 40L. When a maneuver is made whichcauses either of drive axles 30R or 30L to rotate faster than itsopposite axle, either of bevel gears 40R or 40L will rotate and causeeither of locks 72R or 72L to revolve within notch 76' of the oppositelock. When this happens either of drive axles 30R or 30L is allowed tofreewheel, and the opposite drive axle becomes locked in place with 100%power applied unto it.

My Invention Provides:

1. A differentiating system wherein rotational energy is transmitted toeach axle in a simultaneous manner, whereby a means is provided toachieve an independent freewheeling action of either axle in anintermittent fashion by a combinational usage of;

driven bevel gears that are mounted on each axle;

wherein said bevel gears are mounted with multiple pinion gears;

wherein said pinion gears are mounted on multiple axial moving pinionshafts;

wherein each pinion shaft is interconnected to the adjacently mountedpinion shaft so as to become a set through a geared integral lockingmechanism.

2. Axial moving pinion shafts;

with said shafts having gear teeth externally cut on said shaftsperiphery, so as to allow means for said shafts which are mountedadjacent to one another so as to become a set as they are interconnectedto one another through a geared integral locking mechanism, therebyallowing a camming action as well as a locking action to be produced ina simultaneous manner;

wherein means is provided unto said shafts, so as to allow in a verticalmanner for the relative resistive axial motion of each shaft in anintermittent fashion because of opposing sets of helically cut striatedvolutes cut on said shafts periphery with one set being cut right handedand the other set being cut left handed.

3. A geared integral locking mechanism comprising;

two concave shaped gear cam locks comprised within each set;

with each said set having multiple gear teeth cut on their periphery;

with each lock comprising said set being notched and mounted adjacent tothe opposite lock within said set;

wherein means is provided by the combinational usage of two said gearcam locks comprised within each said set to allow to occur in asimultaneous fashion, said mechanism to produce a camming action as onesaid lock is allowed to revolve within the notch of the opposite saidlock, as well as to produce a locking action to occur unto each axle assaid mechanism interconnects two pinion shafts so that they become aset, whereby allowing to occur in a vertical manner the axial movementof each shaft in an intermittent fashion.

4. A differentiating system wherein rotational energy is transmitted toeach axle in a simultaneous manner, whereby a means is provided toachieve an independent freewheeling action of either axle in anintermittent fashion by a geared integral locking mechanism comprisingdriven bevel gears that are mounted on each axle;

wherein said bevel gears are mounted with multiple gear cam locks;

wherein two concave shaped gear cam locks mounted adjacent to oneanother having multiple notches and gear teeth cut on their peripherycomprises a set;

wherein means is provided by the combinational usage of two said gearcam locks comprised within each said set that allows to occur in asimultaneous fashion, said mechanism to produce a camming action as onesaid lock is allowed to revolve within the notch of the opposite saidlock, as well as to produce a locking action to occur in an intermittentfashion unto each axle.

I claim:
 1. A geared cam locking differential for transmittingrotational energy to each axle of a motorized vehicle, the differentialcomprising:(a) a plurality of driven bevel gears mounted on each axle;(b) a plurality of pinion gears which mesh with the bevel gears; (c) aplurality of axially-movable pinion shafts on which the pinion gears aremounted, each of the shafts having a periphery; and (d) a pair ofrotatable adjacent concave gear-cam locks, each lock having a periphery,a notch, and a plurality of gear teeth on the periphery of the lock, forlocking the bevel gears and interconnecting the axles with one another,the locks being constructed and arranged for rotation of one of thelocks in the notch of the other lock, whereby a camming action isproduced as one of the gear-cam locks revolves within the notch of theother gear-cam lock, and an intermittent locking action is produced bythe interconnection of the axles.
 2. The geared cam locking differentialof claim 1, further comprising:(e) a plurality of gear teeth on theperiphery of each pinion shaft for interconnecting adjacent pinionshafts, thereby providing simultaneous camming and locking actions. 3.The geared cam locking differential of claim 1, further comprising:(e)opposing sets of helical striated volutes on the periphery of adjacentpinion shafts, the volutes of one set defining a right-handed helix andthe volutes of the other set defining a left-handed helix, forinterconnecting adjacent pinion shafts.
 4. A geared cam lockingdifferential for transmitting rotational energy to each axle of amotorized vehicle, the differential comprising:(a) a plurality of drivenbevel gears mounted on each axle; (b) a plurality of pinion gears whichmesh with the bevel gears; (c) a plurality of axially-movable pinionshafts on which the pinion gears are mounted, each of the shafts havinga periphery; (d) a pair of rotatable adjacent concave gear-cam locks,each lock having a periphery, a notch, and a plurality of gear teeth onthe periphery of the lock, for locking the bevel gears andinterconnecting the axles with one another, the locks being constructedand arranged for rotation of one of the locks in the notch of the otherlock; and (e) a plurality of gear teeth on the periphery of each pinionshaft for interconnecting adjacent pinion shafts, thereby providingsimultaneous camming and locking actions;whereby the camming action isproduced as one of the gear-cam locks revolves within the notch of theother gear-cam lock, and the locking action is provided by theinterconnection of the adjacent pinion shafts while permittingintermittent axial movement of each shaft.
 5. A geared cam lockingdifferential for transmitting rotational energy to each axle of amotorized vehicle, the differential comprising:(a) a plurality of drivenbevel gears mounted on each axle; and (b) a pair of rotatable adjacentconcave gear-cam locks, each lock having a periphery, a notch and aplurality of gear teeth on the periphery of the lock, for locking thebevel gears and interconnecting the axles to one another, the locksbeing constructed and arranged for rotation of one of the locks in thenotch of the other lock;whereby a camming action is produced as one ofthe gear-cam locks revolves within the notch of the other gear-cam lock,and an intermittent locking action is produced by the interconnection ofthe axles.
 6. In a geared cam locking differential for transmittingrotational energy to each axle of a motorized vehicle having a pluralityof driven bevel gears mounted on each axle, the improvement comprising apair of rotatable adjacent concave gear-cam locks, each lock having aperiphery, a notch, and a plurality of gear teeth on the periphery ofthe lock, for locking the bevel gears and interconnecting the axles withone another, the locks being constructed and arranged for rotation ofone of the locks in the notch of the other lock, whereby a cammingaction is produced as one of the gear-cam locks revolves within thenotch of the other gear-cam lock, and an intermittent locking action isproduced by the interconnection of the axles.